NextGen & ADS-B

1. NextGen & ADS-B Presentation toAviation Accreditation Board International (AABI)Industry/Educator Forum July 18, 2013Kansas City, MO

5. NextGen & ADS-B

8. Why do we need to modernize?

9. Haven’t we been here before?

10. NextGen

11. NextGen

12. ADS-B

13. Benefits of ADS-B? • ADS-B vs. Radar • Improves airspace efficiency • Supports expected growth • Reduces separation standards • Collaborative surveillance • Pilots and controllers see similar information • Reduces runway incursions • Lower acquisition, operating and maintenance costs • Broadcast services including TIS-B and FIS-B ADS-B Tower SSR Radar

14. Benefits of ADS-B Air-to-Air Air-to-Ground Ground-to-Ground Safety

15. Q1 Q1 Q1 Q2 Q2 Q2 Q3 Q3 Q3 Q4 Q4 Q4 Q1 Q1 Q1 Q2 Q2 Q2 Q3 Q3 Q3 Q4 Q4 Q4 Q1 Q1 Q1 Q2 Q2 Q2 Q3 Q3 Q3 Q4 Q4 Q4 Q1 Q1 Q1 Q2 Q2 Q2 Q3 Q3 Q3 Q4 Q4 Q4 Q1 Q1 Q1 Q2 Q2 Q2 Q3 Q3 Q3 Q4 Q4 Q4 Q1 Q1 Q1 Q2 Q2 Q2 Q3 Q3 Q3 Q4 Q4 Q4 Nationwide Deployment to be Complete in 2014 FY2008 FY2009 FY2010 FY2011 FY2012 FY2013 ESSENTIAL SERVICES Key Site - Initial Operational Capability (IOC) In-Service Date (ISD) Segment 1 Continued Roll-Out Segment 2 Roll-Out CRITICAL SERVICES Key Sites - Initial Operational Capability (IOC) In-Service Date (ISD) Segment 2 Roll-Out WEATHER OBSERVATION Gulf of Mexico Roll-Out Alaska Roll-Out ITT/FAA Schedule

16. National Coverage by 2014 ITT/FAA Information

17. AOPA's Position • “AOPA generally supports an FAA strategy to transition • from radar to ADS-B over the next 10 to 15 years. • However, this support is contingent on several factors: • The ADS-B datalink for general aviation must be the UAT datalink, which is capable of providing both graphical weather and traffic data. • A nationwide ground-based transceiver (GBT) infrastructure should be in place, and free graphic weather data must be provided eight to 10 years before any equipage mandate becomes effective. • The FAA must meet all infrastructure milestone schedules — including the depiction of ADS-B aircraft on every air traffic control radar screen — before mandating ADS-B. • The cost of the ADS-B datalink system must be at or below today's price of a Mode C transponder. Once the ADS-B mandate becomes effective, aircraft should not be required to be equipped with a Mode C transponder.”

18. "General Aviation: High Equipage Costs With Little Benefit." The FAA has previously (in the NPRM) estimated that the total cost to equip GA aircraft from 2012 to 2035 could range anywhere from $1.2 to $4.5 billion. It now estimates the quantified benefit to the GA fleet at $200 million. Cost: (2.85B / 23 / 165,000 / 100 = $7.51 per Flt. Hr.) Benefit: (200M / 23 / 165,000 / 100 = $0.52 per Flt. Hr.)

19. "General Aviation: High Equipage Costs With Little Benefit." "There is no law that says your rule has to be cost beneficial. Of course we would prefer it to be cost beneficial," Capuzzeto said, while explaining that the rule as written does not take into account the "social benefit to the airspace system and the economy at large" of ADS-B equipage. He elaborated with a comparison: "If you were to do the cost/benefits ratio of the rule for building highways after World War II it probably didn't make a cost/beneficial case and yet the highways are the network of how we move goods around the country."

20. TIS-B, FIS-B (UAT)

21. ADS-B Limitations: Line of Sight

22. ADS-B/Out Final Rule 14 CFR § 91.225 Automatic Dependent Surveillance - Broadcast (ADS–B) Out Performance requirements To Support Air Traffic Control (ATC) Service; Final Rule May 28, 2010

23. Summary of Final Rule (14 CFR § 91.225): ADS-B/OUT required starting Jan. 1, 2020 to operate in the following NAS airspace: Class A Class B (including 30 mile Mode C veil to 10,000’ MSL) Class C Class E above 10,000 ft MSL, (48 contiguous), except for airspace below 2500 AGL Gulf of Mexico, Class E above 3000’ MSL from coast to 12 miles out 1090ES (TSO C166b / DO-260B) required to comply with ADS-B/Out Requirements for operations above FL180 1090ES or UAT (TSO C154c / DO-282B) may be used to comply with ADS-B/Out requirements for operations below FL180

24. Summary of Final Rule (14 CFR § 91.225): Aircraft certificated without electrical system exempt from ADS-B/Out requirements Transponder/TCAS requirements unchanged Antenna Diversity is NOT required to comply with ADS-B/Out requirements    (Rule repeatedly warns that future ADS-B/In applications may require antenna diversity such as ASSA and FAROA)

25. AC 20-165A (Airworthiness Approval of Automatic Dependent Surveillance - Broadcast (ADS-B) Out Systems) This AC only addresses the initial installation of ADS-B Out systems. Installation guidance for ADS-B In, including FIS-B, will be developed separately. Installation must be approved under TC/STC; Field approvals will not be allowed at this time. AFM amendment required “The installed ADS-B Out system has been shown to meet the equipment requirements of 14 CFR § 91.227.” Automatic Air/Ground determination required No additional continued airworthiness requirements for ADS-B/Out equipment (e.g. no requirement similar to biennial § 91.413 transponder check) TSO C129 / C196 GNSS may be used as an approved position Source provided it meets the requirements of § 91.227 and AC 20-165

26. Big Challenge?

27. Assumptions: ≈ 165,000 Aircraft subject to mandate 85% GA Fleet - compliance achieved by 01/01/2020 Cost for compliant installation ≈ $6000.00 Installation facilities can actually provide capacity to retro-fit the fleet FAA has capacity to certify all installations Low-end GA doesn’t “give up” and retire the majority of low-value aircraft

28. Scenario 1

29. Scenario 2

31. Thank you!